Power transmission device



May 14, 1940.

H. v.1. MURRAY POWER TRANSMISSION DEVICE 2 Sheets-Sheet 1 Filed April i 19:58

lMay 14, 1940. .l f 1 MURRAY 2,200,890'

POWER TRANSMISSION DEVIE Filed April 8, 1938 2 Sheets-Sheet 2 mental May 14,1940

PATENT oFFlcE' POWER TRANSMISSION DEVICE Howard J. Murray, New York, N. Y.

Application April 8, 1938, Serial No. 200,821

11Claims.

My invention relates in 'general to an automatic variable speed power transmission mechanism and speciilcially relates to a device for eiiecting and affecting speed drive relations between driving and driven members.

One of the objects of the present invention is to provide a form of mechanism arranged so as to employ a small portion of the power delivered by the driving member so as to both automatically and selectively control the speed drive relations of the driving and driven members of the transmission mechanism.

A still further object of the present invention is to eiect the transmission of power from a driving member to a driven member under such conditions that the speed of the driven member may be selectively varied as it is additionally autoy matically varied according to the said selection.

An additional object of the present invention is to provide an alternating current electric power transmission vcontrol and current storage and supply mechanism without any moving contacts in the said mechanism.

A still additional object of the present invention is to provide means including in effect an inductor alternator type of dynamo-electric clutching means designed to tend to hold certain members of a gear organization including a plurmeans and the associated armature elements areI ality of differential driving sets so that the holding action of the clutching means may be in eiect mechanically ampliiledvso as to control a plurality of progressively increasing holding actions of the said secondary sets lcollectively causing the said transmission of power from the driving member to the driven member.

The present disclosure is a further development of the invention disclosed in my co-,pending application, Serial Number 23,040 i'lled May 23. 1935, patented March 21, 1939, No. 2,150,983, en titled Automatic electric variable speed bidirectional and free-wheeling transmission. In the device disclosed in application 23,040, the derived control current is short-circuited locally in the rotor element 20 of that application. According to the present disclosure the field producing stationary. The ileldiiux is moved thr'ough the armature inductors by a? rotatinginductor element. 'I'he resulting alternating current induced inthe armature` winding is conducted to an external circuit including a. current rectifier, a variable resistance and a variable impedance. Thus, the conducted current may be stored, varied in magnitude and also employed to create mag- .netic iiux in the eld producing element. 'II'he (Cl. P12- 239) iield current is further affected by co-incidentally actuated vehicle control elements employed in the normal operation of the mechanism upon which the device is installed and operated. The present disclosure is a further development of the invention described in my co-pending U.

S. application Serial No. 86,876 nled March 3.V

Still further the present disclosure contemplates the use of a manually actuated ileld producing control so that the intensity of the armature flux cutting action and thus the action of the dynamo-electric clutch may be varied. The

present disclosure also provides circuit means included in the closed circuit including the armature inductors wherein the magnitude of the induced alternating current from the armature may be automatically varied according to its frequency.

While the present invention is capable of use in any operation where it is desired to receive control power from a driving member at variable speed, the present invention is further particularly applicable to an electrically controlled variable speed power transmission mechanism designed for use in connection with automobile construction, and it is in this connection that the embodiment oi' the invention will be described in detail.

In the drawings:

Figure 1 is one form o'f physical embodiment-of my invention taken axially of the main shafts.

Figure 2 is a transverse sectional elevation taken approximately upon the line 2--2 of Figure 1 looking in the direction indicated by the arrows. ,Figure 3 is a transverse sectional elevation taken approximately upon the line 3--3 of Figure i looking in the direction indicated by the arrows.v

In the following description and in the claims,`

parts will be identiiled by specific names for convenience oi expression, but they are vintended to be as generic in their application to similar parts as the art will permit.

There is shown in the drawings a novel alternating current dynamo-electric generating, storage and control organization and associated mechanical power transmission elements constituting an automatic electrically controlled variable speed transmission mechanism and including a pair of power shafts 1 and 8 disposed in axial alignment with their adjacent ends intertting so as to provide proper space for the bearing element 9.

The power shafts 1 and 8 are mounted for independent rotary movement respectively in sultable bearings I0 and II positioned and supported in the transmission casings 22 and 81 by the flanged elements and 26. While either of these power shafts 1 and 8 may be considered as the driving or driven member of .the transmission, 'for the purpose of this description, it will be understood that the shaft 1 is the normal driving shaft, and is operatively connected to be driven from a course of power such as an internal combustion engine or other suitable mover (not shown).

Accordingly, shaft 8 is regarded as the normally driven shaft, and is operatively connected to whatever mechanism (not shown) is designed to be driven from the mover.

The shaft 8 is preferably formed with a plurality of splines or teeth I2 formed so as to operatively receive a plurality of groups of toothed yses planet gears forming together with the splines I2 i a plurality of secondary differential gear sets all mechanically connected in operative relation with the driving member 1 and the driven member 8 as hereinafter described.

'I'he planet gears I3-A, III- A, I5--A and I6-A are separately supported by the shafts I3-c, III-c, I5-c and I6c so as to be constantly in mesh with the sun splines or teeth I2, and the gears are positioned with the shafts I3-c to rotate with the normally driving member 1. Unless otherwise specified, the gears of all types as shown in Figure 1 are preferably made of a good quality of steel, and the ,casings 22 and `61 are made' of material such as is suitable for magnetic circuits. The gears I3-b, M b, IS--b and IG-b are annular gears positioned and supported by the bearings 14, 15 and 18 and having portions to receive.the shafts I3c, IIL-c, I5-c and IIi-c and are positioned on the said shafts so as to mesh with the annular gears in turn meshing with the sun splines I2.

With this arrangement it is evident that the planet gear I3--a is constantly in mesh with the teeth of the normally driven member 8 and the internal gear IIV-b. Gear II-a is constantly in mesh with sun teeth I2 and the internal gear I4-b. Gear IE-a is constantly in mesh with the sun teeth I2 and the internal gear IB-b, and gear I8-a is constantly in mesh with the sun teeth I2 and the annular gear IG-b.

In passing, it should be noted that the sun teeth I2 forming portions of the driven gear shaft 8 are in reality to be considered as gear teeth for the purpose of this description, and that the portions r`oi the common teeth I2 meshing with the gears I3-a, Il-a, IS-a and IS---aV are portions of the secondary differential sets.

In this event, it is obvious that power may be transmitted by and between the members 1 and 8 by a plurality of transmission paths. and that each of these power paths will transmit powerin some proportion to the extent oi retardation of the rotation of the annular gears I3--b, I4-b, IS-b and I-b. Itis also evident that any retardation oi' the clock-wise rotation of the annular gear I--b will be transmitted to the other annular gears Ilb, I4--b and I3-b.

Inspection will show that there are many paths provided for the transmission of power from one of the members 1 and 8 to the other. For example, path one is common to path two for a portion of its length. In the samemanner, path two is common to path three for a portion of its length, and so on. All the paths are co-operatively associated, and any kchange in the status of one path will be transmitted to the other paths. The speed relations of all the gears of Figure l are fixed because they are all constantly in mesh.

In the same manner, the speed of the inductor portion I9 of the annular gear IIi--b is always a function of the speed relations of all the other annular gears, and conversely the speed relations of the said gears are determined by the speed or the said inductor portion I8. Any change in the relative speed of the inductor portion I9 will necessarily cause a change in the speed driving relation of the members 1 and I. If the inductor portion I9 is in effect retarded by electrical or mechanical means, it is obvious that the differential relations of the gears of Figure l Will necessarily be changed.

This inductor portion I9 is preferably formed integral with the annular gears I6--b as shown by Figures 1 and 3, although it is obvious that it would be within the spirit of this invention to provide the inductor portion I9 in any known and accepted manner.

Normally the inductor portion I9 is positioned so .as to rotate between the magnetic pole pieces formed from portions of the casing 22 and the element 35 (see Figures l and 3). These portions together with the portion 61 form portions of a magnetic path energized by current initially supplied from the source 4U to the field producing winding 3l.

Any power transmitted from the gear planet IB--a to the gear IB-b will cause the gear IE--b to normally react according to the differential relation of these gears of Figure 1 to tend to rotate the inductor portion I9 and thus the gear IG-b will be rotated on the member 8 by means of its flanged bearing portion I8. The gear IB-b is axially positioned on the shaft 8 by means of the lock-ring member 2|.

The flux path end portion 36 also is formed to act as the end piece support of the transmission mechanism. The armature pole-piece portion 3l is securely attached to the iiux path member 38 by means of the bolts 68, after the field Winding 3| has been placed in position. The portion 3l is then moved axially within the transmission casing 22 to the position shown in Figure 1 and then can be attached tothe casing 22 by means of' the screws 8l (see Figure 5.) 'Ihe eld Winding supply leads 23 and 24 are brought out from the winding 3l through proper openings in the member 36 and protected by the insulating bushings 19 and 80. In-the same manner the armature winding current leads 32 and 33 are brought out and protected by the insulating bushings 11 and 18. After the spacer 8-a is in position on the shaft 8, the bearing II is installed as shown and the retainer member 26 is attached to the end portion 36 by means of the bolts 83.

In operation, let it be assumed that the source i Let it be further assumed for the purpose of this description that the source of vehicle power connected to the normally driving member 1 will normally rotate the same clock-wise as viewed from the left end of Figure l. The device to be operated and driven, such as an automotive vehicle is assumed to be connected to the driven shaft 8, and the field winding 3| de-energired.

In this event, the planet gears I3-a, I4-a, IS-a and II--a will revolve about the shafts I3-c, I4-c', I5-c and I8-c as the said gears are rotated about the still shaft 8 due tothe meshing action with the still sun teeth I2 of the said shaft. Inspection will show that the clockwise rotation of the driving member 1 will cause the gears I3-a, I4'a, IE-a and I6a to rotate clock-wise, or in the same direction as the rotation of the normal driving 1, except as hereinafter described.

There are more teeth on the annular gears I3-b, I4--b, I5-b and II-b than there are sun teeth I2 on the normally driven member 8. Consequently, as the teeth I2 are still, it is evident that the annular gear I3b will be rotated about the shaft at a faster speed than the gears I3-a are rotated about the shaft 8 by the shaft 1. This increase of speed of the annular gear I3-b over the speed of the normally driving member 1 will be hereinafter described as the advancing rate between adjacent differential speed sets. The actual advancing rate will, of course, be determined by the actual design of the said individual differential sets. It is evident there is a wide range of possible advancing rate, and that the said rate may be different for each set.

This differential action may be more clearly seen by reference to Figure 2 of-the drawings. The planet pinion-gears I3--a are shown mounted for rotation on the pinion shafts I3-c i'lxed in the hub extension of the engine shaft 1, and the annular gear I3-b is shown in mesh with the gears I3-a. In a similar manner the annular gears Il-b, IS-b and I8b are in mesh with the planet gears I4-a, IS-a and IG-a and the teeth I2 of the shaft 8.

Still further consideration of the arrangement of Figure l will show-thatv a very small increase in the speed advancing ratio of the annular gear I3 b by the gear I3a will result in a comparatively great increase in the final speed of the annular gear I6-b.

Thus according to the present disclosure, it is possible to provide means whereby the inductor portion I9 forming a portion of the annular gear I6-b may be ,rotated clock-wise at a comparatively great speed when the normal driving shaft 1 is rotated and the normally driven shaft 8 remains at rest.

Now let it be further assumed that it is'desired to move the mechanism `to which thenormally driven shaft 8 is connected. In this event,

the operator closes the switch 48 of Figure l, which for the purpose of this description may. be considered as the conventional ignition switch as commonly found on automotive vehicles.

If the said switch closing is accomplished by hand, the variable resistance 50 and the wiper 44 attached to the conventional gas pedalis adjusted as required for the normal operation of the vehicle. In this event current will be conducted to the field flux producing winding 3| by means of the leads 23 and 24. This flux will pass through the ilux'path 82 formed by the portion 86 of the casing 22, end portion 36, armature por'- lar gear I8-b along the general path indicated by the dotted. line 82 of Figure 1. The rotational movement of the pole pieces of the armature flux path portion I9 will cause the magnetic flux created by the current flowing in the fleid winding 8l to cut the'inductor portions of the armature windings 20 in a manner well known "in the electrical art. 'I'his iiux vcutting action will induce alternating currents in the armature windings 2li in the manner of inductor alternators as is well understood and accepted in the electrical art.

This production of alternating current in the armature winding 2II is accompanied by a drag or holding action on the said inductor portion I9 of the annular gear IB-b and thereby on the' polarity. It will be noted that the inductor portion I9 is provided with pole projections so as to make the flux-path air-gaps as small as possible.

'I'his novel inductor alternator type of dynamoelectric construction permits the use of a sta` tionary field winding and also a stationary armature winding, thus eliminating any necessity of slip-rings or commutating elements to conduct the currents to' and from the same to an external circuit. No extra bearings are required-for the dynamo-electric elements of the device, and there are no moving portions outside of the inductor portion I9 which normally will be provided in` tegral with the annular gear I8-b.

The accompanying braking effect encountered in inducing current in the armature windings 20 will act to tend to slow down the clock-wise rotation of the portion I9 and thus the clock-wise rotation of the annular gear IG-b.v A clock-wise .driving force will now be imparted to the teeth order to maintain the differential relation of the l gears shown in Figure 1 as the inductor portion I9 is slowed down by the said braking action. If the gas control pedal 52 is moved so as to move the wiper 44 across the resistance 50 las the power supply to the driving member is increased, it is obvious that the strength of the field current supplied to the winding 3| may be increased as a co-incidental function of the said vehicle power supply increase. In this event, the drag on the inductor portion. I9 will be increased as the power supply to the vehicle is increased.

Eventually the reaction of the gears I3--a, Il-a, I5-a and IG-a will be equal to the resistance of the normally driven member 8 and thus the member 8 will be rotated. If the speed of the normally driving member 1 is maintained at a constant speed (assumed for the purpose of this description) the vehicle will normally be accel-A erated as the speed of the member 8 increases andv tion 35 and the inductor portion I9 of the annuspeed as the'driving member 1 all the parts of the 75 power transmitting mechanism rotate together with no relative motion between them. This is an ideal condition in any transmission mechanism, and particularly when found in a vehicle transmission. Thisl condition of no relative movement between the parts is equivalent to a single integral mass atdirect drive, and means the elimination of wear during a very large percentage of its operation, and a very high possible efciency because of the total elimination of friction between the parts. In conventional transmissions there is always present the rotating parts of the countershaft.

'Ihus during direct drive relations of the driving member 1, and the driven member 8, it is vobvious that the inductor portion I8- of the annular gear I6--b has been varied in its clock-wise rotation until it is rotating at the same speed as the members 1 and 8.

With the power shaft 1 driving the shaft 8 at the same speed through the plurality of power paths hereinbefore described, the actual relation of these paths will now be considered.

The apportionment or this power delivery through these paths may be determined theoretically by mathematical investigation for a given design. For the purpose of this description let it be assumed that roughly equal torque is imparted by the planet gear I8-a to the annular gear I3-b and the sun teeth I2 of the member 8: Thus, a,

large percentage of the power received from the driving member 1 is directly transmitted to the sun teethv I2 and the shaft 8 by the gear IIL-a.

The remainder of the power is transmitted to the shaft I4-c and thus to the pinion gear I4-a and thence divided between the annular gear I4b and the teeth I2 of the member 8. In the same manner power is divided by all the gears, and the Ilnal power division path is found in the inductor portion I8. For example, it is possible to so design the device of Figure 1 that only approxiv mately 6 per cent of the total power transmitted from the member 1 to the member 8 will be needed in the form of current induced in the armature winding 28 to act to cause the control of all the power transmitted. II another secondary dlierential set had been added to the showings of Figurel, only about 3 percent of control power in the form of current in the winding 20 is needed. If two sets are added only 11/2 percent will be needed. This is, of course, an approximation, but as hereinbeiore stated, the actual percentage can ybe determined.

It is, of course, possible to add many more secondary differential sets, theoretically each additional set will reduce the holding action applied to the inductor portionl I8 to thereby control the transmission of all the power transmitted at varying speed from the member 1 to the member 8.

If the vehicle is being operated along a level path, the torque of the driven member 8 will normally decrease asl its speed increases, and the clock-wise speedv ei the inductor member I8 will also decrease until all the gears of the device of Figure 1 have no relative movement and a condition of direct drive has'been eiected as hereinbefore described. Now if the magnetic iield strength produced by the winding 8l is suilicient, holding current will be generated in the armature winding 28 so as to further reduce the clock-wise speed of the portion I8 to a speed below the speed mally driven member 8 will now be greater than the speed oi the member 1 land a condition oi overspeed drive relation will be effected in the transmission mechanism.

With continued retardation of the inductor portion I8, its speed will approach zero value and the flux cutting action'will decrease. Thus, the possible degree of overspeed isautomatically limited because a condition will be reached wherein the ilux cutting action will not increase the holding eiIect on the portion I8. Thus, a holding balance will be reached.

Let it be assumed at this time that the vehicle has reached a down grade portion of its path of movement. The member 1 will normally continue to be rotated by the engine, but the speed of the vehicle will now increase and thus the speed ofthe normally driven member 8 will increase relative to the speed of -member 1 to cause the inductor portion I8 to approach zero speed. As the inductor portion` I8 passes through zero speed the normally driven member 8 now becomes the driving member, and the portion I8 and the gear I8--b will be rotated relatively counter clock-wise. When the portion I8 reaches zero speed there is no magnetic ux cutting with a stationary eld and thus no current holding action, because no current is generated in the armature winding 28. Thus, a condition of freewheeling exists between the power members 1 and 8 as the speed of the portion I8 approximates zero. I y

As the speed of the normally driven member 8 continues to increase beyond the speed of the normally driving member 1, the speed of the portion I8 will be further increased counter clockwise, and the ilux cutting action will thus increase. Under these .conditions the operator will normally let up on the gas pedal 52, and thus decrease the field current supplied to the eld winding 8|. The present disclosure however includes the manually actuated wiper 28 in operative relation with the variable resistance 28. The wiper may be set by the handle I 1 to a normal operative position, and the switch 28 is assumed as closed when the ignition switch is closed. Thus, a field current is always supplied to the eld winding independently of the current supplied by the fuel supply control elements 48, 58 and 44 operatively associated with the gas supply pedal 52.

Thus as the vehicle accelerates down grade a holding eilect will be impressed on the portion I8 due to the current induced in the armature winding 28 and the engine will be drivelragainst compression at a. slower speed than the vehicle. II the operator applies the brake control pedal 41 to actuate the wiper 45, it is obvious that the resistance 5I will be varied to vary the supply oi current to the winding 3| when the switch 48 is closed. In this event the holding action will be increased as a co-incidental function of the normal operation of the vehicle and the driving of the engine against compression will be increased with the application of the vehicle brakes. No change or adjustment of the transmission parts is required. All the switches 28, 48 and 48 may be closed with the ignition switch, or the wipers 21, 44 and 45 may be so adjusted so as to be ifreev of the associated resistances 28, 88 and 5I except when manually actuated to come in contact with same. Under these conditions the switches 28, 4S and 48 may remain normally closed.

Inspection will show, however, that the speed of the member 1 can never exceed the speed oi the member 8 for the gear arrangement of Figure 1 as long as the member 8 is the driving member. If it is desired to employ compression driving underconditions wherein the member 1 is driven at the speed of the member 8, then the unidirectional roller clutch member` 12 may be employed. more or less conventional element 12 is arranged to connect the annular gear IIi--b and the shaft 8 whenever the gear II-b rotates slower than the member 8. Thus, the member 8 will always drive the member 1 at the speed of the member 8.

No reverse speed elements are shown in the drawings. It is assumed that no Yinvention would be involved in providing a conventional reversing device positioned in the line of power transmission between the engine and the vehicle. Because of the small percentage of the time a reverse drive is required, it is not essential asv towhere the control for same is placed, but it is suggested that `the reverse control be placed at some convenient position on the vehicle dash.

In operating the drive control means provided by this disclosure, it is therefore possible to start with the vehicle at rest and the driving shaft 1 rotating, and thence accelerate the driven shaft 8 to the speed of the driving shaft 1. The proper speed relations of the driving and driven shafts will normally and automatically be obtained without action or attention on the part of the operator of the vehicle.

In addition overspeed relation of the driving and driven members 1 and 8 will occur automatically with acceleration of the vehicle or decreases of driving torque. When the normally driven member 8 becomes the drivingfmember, or tends to become the driving member a condition of free-wheeling will automatically result over a ,certain speed of driving relations,

'and then a reverse ow of power from the normally driven shaft 8 to the normally driving member 1 will take place. This automatic action may be varied by the operator as a coincidental function of the operation of other vehicle controlling elements inthe normal operation of the vehicle, or the .automatic action may be varied by the operatorrwithout regard to the operation of the said other vehicle controlling elements. Thus, the operator may obtain drive conditions to meet the conditions he may encounter in a. given locality or for varying weather conditions. A

It should be noted' that the armature current generated in the device disclosed ,in my co-pending application, Serial Number 23,040, is locally short-circuited within the confines of the armature winding (as 28) whereas the current generated in the armature winding of the present device is conducted tol an external circuit.

Referring to Figure l it will be seen that the leads 32 and 33 are connected to the armature winding 28 and to a closed circuit including the variable resistance `58, Wiper 59, variable impedance Gland leads 53 and 56. Thus, the magnitude of the current flowing from the armature hold the temperature of the transmissionas a unit to a lower value.

` When the switch 88 is open the same current that flows through the resistance 58 will also flow through the variable impedance 8l normally varied by the movable core 62 for a given frequency or current condition. While the core 82 may be manually set for given circuit and frequency conditions to vary the impedance and thereby the current, it should be noted that after the said core has been positioned, the frequency of the alternating current inducted in the armature winding 28 will vary with the speed of the inductor element I8.

As is well known in the electrical art, impedance circuit elements may be designated to vary in their circuit effect with the frequency of the current and the present disclosures employs this well known action to aid in the further automatic control of the speed drive relations between the members 1 and 8. Normally A the voltage of the current induced in the armature winding 28 will vary as the speed of the inductor element I9, and thus the magnitude of the resulting current conducted to the external circuit including the resistance will normally vary as the speed of the inductor element I9. But the amature current frequency will also increase as the speed of the inductor portion I8. Thus, with the variable resistance of element 58 alone in the external armature circuit, there would be no way to limit the induced current which may approach an undesirable magnitude with the vehicle engine racing and the shaft 8 at rest. Furthermore, without the current limiting action of element 6I,l the speed ratios of the members 1 and 8 may become so great as to permit excessive and undesirable speed ratios between the members 1 and'8. Thus, as the speed of the inductor portion I8 increases the impedance element 6I will automatically act to limit the current owing in the external armature circuit. At low inductor speed and thus at low frequencies the limiting effect of the imlpedance element 6I will be little or nothing, and

thus the current will not decrease as fast as the speed of the portion I9 and the armature current can be of large value at low speeds. 'I'here is also shown a rectifying element 51 preferably of the oxide type connected to the lead 82 by means of the lead 5I. Lead 55 and the lead 42 conduct the rectified current to the battery 88 and thus the induced armature current is stored for use in operating other vehicle elements and'to also aid in supplying current to the eld producing winding 3l. Thus, a portion of the control current is additionally employed thereby still further increasing the eiliciency of the present device.

In Figure 6 there is' shown `more or less diagrammatlcally a method of reotifying all the armature induced current, so that the dynamoelectricmeans including the stationary armature windings 28, stationary ileldwinding 3| and the plurality of rectitlers 51-a, 51-b, 51-c, .S1- d and 51-e may be placed in circuit in series and wlthoutany moving circuit elements. The field winding 3| of Figure l would be split up into two windings 3I-a and II-b. Winding 3I--a would normally be energized by a comparatively weak current normally supplied by the battery 48 of Figure 1, and winding 3I-b would be energized by rectified current induced in the windings 2li-a, 28-1), 28-c, 28-d and 28-e. In this evet it is suggested that the 'number of armature windings 28 be more or less than the number of inductor portions I8, and not the same number as shown in Figure 3.. -With this arrangement the rectified current will approach a more constant value and thus produce a more constant field. TheA field winding 3I-b is connected to all the 51-a to 51-e rectiiiers by the lead 82. It is contemplated that the supply of current to the initiating field winding 3 i-a will be turned on with the actuation of the conventional ignition switch as commonly found on self-propelled combustion type vehicles, and thence will flow through the said initiating winding at a more or less uniform intensity. Thus, according to the modification as shown by Figure 6, the current supply to the accumulative field winding li-b will be manu-A ally and co-incidentally controlled by the brake and fuel supply control elements 41 and 52 of Figure 1 as shown in Figure 6. i It is obvious that the current supply of both field windings 3|-a and 3i-b of Figure 6 could be simultaneously controlled by the brake and fuel supply elements of Figure 1 by the proper actuation of the switches 46--a and IB-a or by simply arranging both circuit breakers as M-lll and 45-5! of both figures to be operated by the same manual movement. In fact all of the controls shown in 'Figures 1 and 'may be interchanged according to the conditions under which the installed and operated.

The currents induced in the armature windings 2lia to 2li-e will be in phase relation according to the number of coils 20 and the number of poles of the inductor I9. Thus, the rectified current owing in the winding 3 I-b will approach a continuous current and may be additionally evened out by the proper use of the-impedance element 8l of Figure- 1 as is well known in the electrical art.

While I have shown and described and have pointed out in the annexed claims certain novel features of my invention, it will be understood that certain well known mechanical equivalents of the elements illustrated may be used, and that various other "substitutions, omissions and changes in the -form and details of the device illustrated and in its operation may be made by device will be those skilled in the electrical and mechanical art without departing from the spirit of the invention which is indicated in the following claims.

For examplefthe annular gears I3-b, Il-b and l5--b may be supported on bearings positioned on the shaft 8 as shown in application Number 23,040.

Having thus described my invention, Iclalm:

1. 'I'he combination in a vehicle power transmission including a pair of shafts, di'erential speed driving sets each in speed driving relation with one of the shafts and with each neighboring set, one set in driving relation with the other shaft for establishing a drive between the shafts, of control means including a source of current for automatically establishing a desired speed relation between the shafts as the drive is effected, said control means comprising an alternating current, dynamo-electric brake including a fixed field portion energized from ,said source, a rotatable element and a fixed armature portion energized by power received from said'shafts through said sets, a plurality of manually operable co-incidental vehicle fuel supply and brake means for separately controlling the iield element current supply and thereby causing the brake to become effective, said control means being operable incidental to the rotation of the shafts to additionally augment .the intensity of the action of the brake, and a unidirectional clutch for connecting the shafts in positive drive relation independently of the fixed field producing means.

2. A slip-drive device for connecting a vehicle driving member and a vehicle driven member in speed drive relations, including gear sets arranged to provide progresslvelydivisible power paths, a

vdynamo-electriic slip-drive couple including a rotatable element and stationary field and armature elements constituting the last path division and arranged for deriving control power from one of the members according to the extent of the said path division and the relative movement of the dynamo-electric elements, means operable with the vehicle fuel supply control means for initiating and varying the power deriving action y of the said couple, and other means separately operable with the brake control means of the vehicle for varying the power deriving action of the said couple as the first named fuel control means remains inoperative'.

3. A torque multiplying power actuated slipclutch device for associating a driving member and a driven member of a vehicle provided with braking and power supply means, comprising cooperatively associated gear sets each connected to the driven member and to each adjacent set, one of said sets connected to the driving member and a second set provided with a restraining element energized by power derived from the driving member through the said sets, a source of electric current, variablemagnetic means energized from the said source for generating alternating` current for controlling the restraining action of the element,.and co-incidentally actuated brake and power supply control means for Y separately varying the magnetic control whereby the variable speed driving relations of the members will bidirectionally become a function of the combined effect of the resistance of the driven member, the speed of the driving member, the frequency of the generated current, and the selective co-incidentally controlled intensity of the said current controlled restraint. Y

4. A torque amplifying device for affecting the speed driving relation of driving and driven members of a vehicle provided with braking and fuel supply means, including speed driving units axially disposed between said members, a slipdrive couple including a fixed armature. an inductor element mounted for rotation with one unit and a fixed field element, an end unit connected to one member, and all units connected to each .adjacent unit and the other member, automatic current control means associated with the fixed armature element, and a plurality of field current control means operatively associated with the said vehicle brake and fuel supply means for co-incidentally varying the action of the slipdrive control means as separate co-incidental functions of the operation of the fuel supply or the braking means during the operation of the vehicle.

5. A regenerative slip-drive device for connecting a vehicle driving member and a vehicle driven member in speed drive relations, including gear sets arranged to provide progressively divisible power paths. a dynamo-electric slip-drive couple including a rotatable element and stationary field and armature elements constituting the last said power path division and arranged for deriving control' power from one of the members according to the extent of the said l path division and the speed of the rotatable ,memben a brake control means for the vehicle,

means operable with the brake control means of the vehicle ror varying the power deriving action of the said couple.

6. A variable speed power transmission mechanism including a driving member and a driven member provided with brake and power supply control means, and a control amplifying resistant member between said members, said resistant member including inductor alternator dynamo-e1ectric means for initiating the said control action, and a plurality of differential gear sets for amplifying the effect of the said control power when initiated, said sets arranged in a series multiple relation so as to provide series mutiple power paths for the transmission of power between said members, each set connected to the driven member and to adjacent sets, one set connected to the driving member, circuit means co-incidentally associated with the braise and power supply control meansv for causing the initiating means to receive the control power to be ampliiied by the sets from one oi the members thereby to effect the differential transmission of power from one member to the other through the said paths as a function of the operation of the said brake and power supply controls during the normal operation of the vehicle, and means for employing a portion of the control power to energize the field of the dynamo-electric means.

7. A slip-drive device for effecting variable speed driving relations between a driving member and a driven member, comprising difierential speed sets each connected to the driven member and to. adjacent sets, one of said sets connected to the driving member, alternating current dynamo-electric means connected to one of the sets for deriving speed eil'ecting power current from the rotation thereof, and inductive circuit means positioned to receive the said power current from the dynamo-electric means so as to control its magnitude as a function of its frequency.

8. A control amplifying device for effecting and affecting drive relations between power members, comprising diilerential drive sets each in driving relation with the members, an alternating current slip-drive couple including two ilxed ileld producing elements, a ilxed armature element and a rotatable inductor elementf connected to one of the said sets to act Vto cause the armature element to derive control power from one of the members through the other sets, circuit means for conducting the derived power to an external circuit including a variable resistance element and a variable impedance element, said impedance element arranged to limit the derived current in the armature element in accordance with its frequency.

9. A device for etlecting drive relations between driving and driven members, comprising speed drive sets each in driving relation with the driven member and with adjacent sets, one set in driving relation with the driven member, a slip-drive couple comprising an electric. brake with two fixed field elements, a fixed armature element and a rotatable element in operative relation with another set, andcircuit means for employing the' current induced in the armature element to aid in creating magnetic iiux in the flux path of the said field elements.

l0. A torque amplifying device for affecting the speed driving relation ci driving and driven members ci a vehicle provided with braking and iuel supply control means, including speed drive units axially disposed between said members, a 'slip-drive dynamo-electric couple including a yfixed armature element, a fixed deld'prcducing element and an inductor element mounted for rotation with one unit, an end ardt connected to one member, and all units connected to ad-` jacent units and the other anun@n automatic current control means associated in circuit rela- 'tion with the saidgarrnature element, and a plurality of ileld current control means operatively associated with the brake and incl supply means for no-incidentally varymg the supply oi current to the lixed eld and thereby the action of the control means in addition to the action of the automatic current control means as separate coincidental functions ci' the fuel Supply or the braking means during the normal operation of the vehicle.

11. In a self-energizing speed control device,

the combination of a plurality oi' gears in difterential drive relation, dynamo-electric control means for causing the gears to approach the same movement about a common axis, said means including two ileld producing elements, a common nxed armature element and a rotatable element mounted for rotation with certain of the gears, manually actuated circuit elements for controlling the supply 0i' current to one oi the neld elements for placing the said dynamoelectric means in a relatively light clutching condition, and further manually actuated means for co-incidentally controlling the supply of current induced in the amature element to the other neld element for placing the dynamo-electric means in a morev intense clutching condition by virtue of the movement of the said rotatable element.

HOWARD J. MURRAY. 

